Apparatus for reducing shells in outer-curve rails



p 30, 1969 J. E. CAMPBELL ETAL 3,469,784

APPARATUS FOR REDUCING SHELLS IN OUTER-CURVE RAILS Filed June 6, 1967 2Sheets-Sheet 1 INVENTORS JACKSON E. CAMPBELL ER ICH THOMSEN M, p a/TANGENT SECTION '4 ATTORNEYS P 30, 1969 J. E. CAMPBELL ETAL 3,469,784

APPARATUS FOR REDUCING SHELLS IN OUTER-CURVE RAILS Filed June 6, 1967 2Sheets-Sheet 2 INVENTORS JACKSON E. CAMPBELL BY ERICH THOMSEN ATTORNEYSUnited States Patent U.S. Cl. 238-287 19 Claims ABSTRACT OF THEDISCLOSURE Apparatus for use in reducing shells in outer-curve rails ofa railroad track system in which the tangent and curve rails are laidwith a standard 1 in 40 cant, by increasing the cant of the outer-curverails by 245.

Background of the invention This invention relates to the improvement ofrailroad track performance by the increase in cant of the high rail of asection of curved track.

The main object of the invention is to provide a way in which failure ofrails due to internal rail defects, primarily shelling, may be reducedor eliminated, and secondarily to improve wear characteristics of rails.

The development of track-laying over the years has concerned itselfprimarily with the Wear of rails. Before 1900, rails were generallyspiked to wooden ties, without benefit of tie plates, with the railsbeing vertically disposed. At such time, wheel loads were light, laborand material were cheap, and the frequent replacement of rails and tieswas accepted as necessary.

With increasing Wheel loads, the use of tie plates became common in theearly 1900s. These plates general 1y had fiat rail seats that supportedthe rail in an upright, vertical position, as before. A raised shoulderon the plate, to engage the edge of the rail base and resist sidethrust, soon became common.

Railroad wheels were then, and still are made with a conical tread,having a slope of 1 in 20. It was observed that the surface of the headof vertical rails wore to a sloping contour, and it was suggested thatthe rails should be canted relative to the ties so that the top surfaceof the rails would be sloped at a 1 in 20 slope downwardly towards thecenter of the track, so that the top surface of the rail heads would benormal to the wheel tread. The idea of canting the rails was stronglyresisted by many at first, but gradually such canting was accepted andby the mid-1920s was commonly adopted. Experience showed that since theaverage worn wheel slope Was somewhere between the original 1 in 20slope of a new wheel and a flat contour, rails canted at a l in 40 slopeshowed a better wear contour than those canted at a 1 in 20 slope, andthe 1 in 40 cant became generally accepted, and has been used to thepresent time. The desired 1 in 40 cant is normally obtained by the useof tie plates having a 1 in 40 sloping rail seat to support the rail onthe ties.

The very great majority of railroad trackage is located on tangentalignment, i.e., straight track, and the 1 in 40 cant that was found togive the, best wear results on tangent track was adopted as standardthroughout the tangent and curved sections of trackage. The same tieplates were, and are, being used almost universally on curves. Since thelife of curve rails was governed by the amount of metal worn from theside of the rail head, the wear condition at the top surface of therail, although not ideal, was not a governing factor.

Since the 1950s, several factors have changed in the area ofwheel-to-rail contact on curves. Wheel loads have ice increased greatly.The cast iron wheel has practically been replaced by the steel wheel.Diesel locomotives have increased train length, and regenerative brakinghas been introduced whereby the entire train is retarded by thelocomotive instead of each car being retarded by its own brakes.Concurrently with these changes, a rail defect known as shelling hasbecome prevalent on the outer, or high, rails of curves.

A shell is a horizontal separation of the metal of the rail head, in aplane usually between one-eighth and one-half of an inch below the topsurface of the rail head, forming generally on the gauge corner of outerrails of curves. The separation generally begins at a length of lessthan an inch, then grows longitudinally along the rail, and at a lengthof four to six inches, the metal above the separation occasionallyspalls off, creating a hazardous condition.

Although it has not become a significant problem until recent years,shelling has been recognized since the 1900s and much research has beenundertaken in an effort to overcome it. At present little is known aboutits causes, other than a suspicion that non-homogeneity of the metal inthe form of free carbon may be involved, and that highly concentratedloads on these rail defects lead to shelling. The shell problem waspractically nonexistent on Western Pacific Railroad Company trackage in1955, but has since reached epidemic proportions, an experience that isshared by all railroads having curvetrack territories and heavy trafiic.

Whereas formerly side-Wear of the head of a curve rail determined itslife, under present conditions most outer rails of curves are failingfrom shelling long before the accepted sidewear limit is reached.

In an attempt to overcome the shelling problem, recent years have seenmuch activity in the area of flamehardening of curve rails on theassumption that hardening of the top and side surfaces of the rail headwould resist abrasive wear and would minimize plastic flow of the metalto eliminate shelling. Many variations of hardness patterns, hardnessdepths, degrees of hardness, and hardness transitions have been and arepresently being tried.

The results of these efforts, however, have been largely disappointingin that laboratory rolling load tests and field installations have shownno lessening and, indeed, have often shown an increase in the incidenceof shelling. A possible explanation of the failure of rail hardening toeliminate shelling is that more time is involved in wearing the railhead to a full bearing contour. As a consequence, the rail head issubjected to the concentrated loads that create shelling for a longertime.

In addition, changes in rail lubrication have been and are being tried.The Association of American Railroads Test Laboratory has been and isstudying the shelling problem from a metallurgical approach.

To date, however, the shell problem has not been solved.

Summary of the invention In 1955, the present inventors devised andcaused to be adopted by Western Pacific Railroad Company a system ofcontrol by which the renewal of curve rails is regulated, to supplantthe prior method whereby curve rails were renewed on the personal whimof the roadmaster in charge of the curve in question. As a part of thatsystem, rail contours were and are taken by means of a small machinewhich is clamped to the worn rail head and which has a scriber thattraces around the rail head and simultaneously draws an accurate crosssection of the rail head on a card inserted in the machine. The railcontour could then be compared to the original contour of the rail whennew so that the amount and manner of wear of the rail could beascertained.

It was early noticed that the wear patterns in tangent track were notthe same as those of curved track, in that in tangent track the top wearwas such that the slope of the top surface remained essentially the sameas th rails wore away, Whereas outer-curve rails always wore in a waythat caused the slope of the top of the rail to slope towards the centerof the track to increase, and that this increased slope was practicallyconstant regardless of the degree of curvature of the track. Since atthat time side wear of the rail head governed curve rail life, noremedial measures were considered in the matter of top wear, as such topWear Was inconsequential as compared to side wear.

However, as mentioned above, under present conditions most outer railsof curves are failing from shelling long before the accepted side-wearlimit is reached.

Upon further analysis of the rail contour cards which have beenaccumulated through the years, the present inventors have discoveredthat the top surface of new outer-curve rails of Western Pacifictrackage, canted at the standard 1 in 40 cant, wears in such manner thatthe slope of the top surface increases an additional 245, and that suchincreased slope remains constant as the rail is subjected to furtherwear. Furthermore, it has been found that the additional 245 slope,created by rail wear, is substantially independent of the degree ofcurvature of the track.

Furthermore, the wear conditions on W stern Pacific curved trackage canbe considered to be the same as that throughout the country, since thecars being run over Western Pacific trackage are a cross section of allof the cars in service in the country, and the average wheel conditionof these cars is also an average of the wheel condition of the cars inservice throughout the country.

The inventors have further realized that shelling is caused primarily byconcentrated wheel loads on outercurve rails, and that such shelling canbe greatly alleviated by the reduction in load concentration on therails.

The present inventors have discovered that the load concentration onouter-curve rails results from an improper canting of such rails, andthat rail performance can be improved by canting the outer-curve rail anadditional 245 from the normal 1 in 40 cant, and that this additionalcant will be the same for curved trackage throughout the country. Withthis increased cant, the wheel load will be distributed over a muchgreater top area of the rail, thereby reducing the load concentration onthe gauge corner where shelling now occurs.

It is to be understood, however, that the increased canting of rail isto be applied only to outer-curve rails. The remainder of the tracksystem, i.e., the rails of tangent track and the inner-curve rail, is tobe left at the standard 1 in 40 cant, which cant for such rails is ascorrect today as when first adopted.

Brief description of the drawings Referring now to the drawings, whereinpreferred emhodiments of the invention are shown and wherein likereference numerals are used throughout the same,

FIG. 1 is a generally diagrammatic illustration of a typical section ofa railroad track system.

FIG. 2 is an elevational view, partly in section, of a way in which thecant of the high rail on a curved section of track is increased inaccordance with the invention.

FIG. 3 is a plan view of a standard tie plate shown in FIG. 2.

FIG. 4 is a plan view of the tapered shim shown in FIG. 2.

FIG. 5 is an elevational view, partly in section, of a modification ofthe invention, wherein the cant of the high rail on a curved section oftrack is increased in accordance with the invention.

FIG. 6 is a diagrammatic illustration of a new railroad wheel riding ona new section of tangent rail which is canted at the standard 1:40 cant.

FIG. 7 is a diagrammatic illustration of an averagely worn railroadwheel riding on a new section of tangent track which is canted at thestandard 1:40 cant.

FIG. 8 is a diagrammatic illustration of an averagely worn railroadwheel riding on the high rail of a new section of curved track which iscanted at the standard 1:40 cant.

FIG. 9 is a typical contour of a section of the high rail of a curvedtrack section which is canted at the standard 1:40 cant, with the upperdotted line illustrating the contour of the rail when new, the full lineillustrating the contour of the rail after it has been subjected tonormal wear, and the lower dotted line illustrating the rail contourafter it has been subjected to further wear.

FIG. 10 is a diagrammatic illustration of an averagely worn railroadwheel riding on an averagely worn high rail of a curved track sectionwhich is canted at the standard 1:40 cant.

FIG. 11 is a diagrammatic illustration of an averagely worn railroadwheel riding on a new high rail of a curved track section wherein thecant of the high rail is increased in accordance with the invention.

Description of the preferred embodiment Referring now to the drawings,FIG. 1 illustrates in general a typical track system having rails 11 and12 secured to ties 13. As illustrated, the track has a tangent section14, a spiral, or run-01f, section 15 of decreasing radius, a curvesection 16 of constant curvature, a spiral or run-01f section 17 ofincreasing radius and a tangent section 18. In the illustrated system,the rail 11 is the inner-curve rail and the rail 12 is the outer-curverail.

FIGS. 6-11 illustrate the manner in which the present invention has beendiscovered and by which the proper cant of the outer-curve rail has beendetermined.

FIG. 6 illustrates a new wheel 20 running on a new rail 12 of tangenttrack. The wheel 20 has a standard 1 in 20 slope of the coned tread 21thereof. A standard tie plate 22 is spiked to tie 13 and has a rail seat23 which is canted at a standard 1 in 40 cant to seat the rail 12thereon. The top surface 24 of rail 12 will accordingly be sloped at a lin 40 slope downwardly towards the center of the track.

The flange 26 of wheel 20 is away from the gauge corner 27 of the railand the center of bearing of the Wheel, indicated by the arrow, is nearthe center line of the canted rail.

FIG. 7 shows a worn wheel 20' running on a new rail of tangent track ata l in 40 cant. The contour of the wheel 20 is a composite average ofthe contours of all wheels running on track, from new wheels to thoseworn to a degree at which they are to be replaced. Again, the flange 26of the wheel is away from the rail and the center of bearing, indicatedby the arrow, coincides with the center of the rail, showing thecorrectness of canting the rail to a slope of l in 40 on tangent track.

The wear of the top surface of rail 12 will be produced by thecontacting portion of the worn tread 24' and the top rail surface 12will be worn so that the contour remains the same, namely, so that thetop surface will remain at a 1 in 40 cant.

FIG. 8 illustrates a worn wheel 20' running on a new outer-curve rail12, at a standard 1 in 40 cant. Centrifugal force causes the flange 26'of the wheel to press against the side 25 of the rail head. Under suchcondition, the center of bearing, indicated by the arrow, is near thegauge corner 27. As will be noted, this hearing condition, typical ofouter-curve rails, shows the standard cant of such rails to beincorrect, in that wheel loading is concentrated at the gauge corner ofthe rail.

FIG. 9 illustrates the typical rail contour of a worn outer-curve rail12', at a standard 1 in 40 cant, as determined from thepreviously-mentioned rail contour cards. The original contour of the topsurface of the rail is indicated by the dotted line 24. As will benoted, the top surface 24' of the rail has been unsymmetrically worn,and such wear increases the slope of the worn top surface 24 byapproximately 245 from the original slope thereof. As wear continues,the top surface of the rail will wear to a contour as indicated by thedotted line 24". Significantly, the slope of the top surface 24" remainsthe same as that of the partially worn top surface 24, namely, at anangle of 245 relative to the original contour of the top surface. It hasbeen found that the 245 wear of the top surface is measurable at aboutone-quarter of the wear life of the rail and that the slope remainsconstant for the remaining life of the rail.

The area between lines 24 and 24 represent the amount of metal worn fromthe outercurve rail and shows that the wear has been produced by aconcentration of the wheel load in the vicinity of the gauge corner,where shelling primarily occurs. Such load concentration on the gaugecorner causes fatigue in the rail head that leads to early failure.

FIG. illustrates a worn wheel running on a worn outer-curve rail 12,showing the manner in which the wheel has worn the rail to a contour asshown in FIG. 9, due to the fact that the wheel load has beenconcentrated in the vicinity of the gauge corner.

FIG. 11 illustrates the use of the invention and shows a worn wheel 20running on a new outer-curve rail 12. In this particular embodiment, thestandard tie plate 22 has been replaced by a tie plate 22 having a railseat 23 having an additional 245 slope to the normal 1 in 40 slope. Inthis manner the slope of the top surface 24 of the rail is increased 245over the standard cant thereof.

As will be seen from FIG. 11, wheel flange 26 still presses against theside surface of the rail head, but the top surface 24 of the railconforms much more close- 1y than before to the shape of the worn wheeltread 21, and the center of bearing of the wheel has moved from thevicinity of the gauge corner towards the center line of the rail.

With the outer-curve rail so canted, wear of the rail will not beconcentrated at the gauge corner, but instead will be spread out overthe top surface of the rail, thereby reducing the shelling problem.

The increase of cant of outer-curve rails can also be accomplished bythe use of tapered inserts 30, as illustrated in FIGS. 2 and 4. In suchcase, the insert 30, which could be of rubber, plastic, steel or wood,would be tapered to the proper degree, namely, about 245. The insert 30would preferably be shaped to the size of the standard tie plate 22, andwould be perforated, as at 31, in the same locations as the tie plateholes 32, for the standard spikes 33. To increase the cant of installedrails, the spikes are pulled, the insert 30 is put under the tie plate22 and the tie plate and insert are respiked.

It is common practice at present to use resilient tie pads under tieplates on curves and frequently on tangent track. These are fiat pads ofsome resilient material, usually coated with an adhesive material thatbonds to the tie. The purpose of such tie pads is to exclude abrasivematter from the contact area between the tie plate and tie, and toprevent wear and crushing of the wood fibers.

A tapered insert 30, as described, if made of plastic or rubber, couldbe used to obtain the benefits of the increased cant of the presentinvention as well as the benefits of standard resilient tie pads.

Yet another manner in which the desired canting can be achieved isillustrated in FIG. 5, wherein the tie 13' is adzed to provide a slopingseat 36 for a standard tie plate 22 at one end, the seat being sloped atthe desired 245 angle. With such a tie, the inner-curve rail 11 would bepositioned at the normal 1 in 40 cant, while the cant of the outer-curverail 12 would be increased 245 over the standard cant. The adzing of thesloping tie plate seat 36 could be done in the field, but preferablyshould be done at the mill for closer control of the slope of the seat.

It will be realized that concrete ties can be made as in FIG. 5, with anormal tie plate seat at one end and a sloping tie plate seat for thedesired increase in cant.

Also, if desired, a special contour rail could be rolled so that whenseated in a standard tie plate the head of the rail would have thedesired additional slope.

It is to be realized that the increase of cant is to be applied to theouter-curve rail only. Thus, in the track system of FIG. 1, the rail 11would have a normal 1 in 40 cant throughout the system, including thecurved portion thereof. The rail 12 would also be at a standard 1 in 40cant in the tangent sections 14 and 18, but would have an increased cantin the spiral and constant curvature sections 15, 16 and 17.

To avoid an abrupt change in cant of the rail 12 from the tangentportions to the curved portion thereof, it is contemplated that inserts30 of lesser degree can be used at the run-oft of each end of the curvedsection of the rail. For example, tapered inserts of 45 could be usedfor about one rail length, and then tapered inserts of 145 could be usedfor another rail length in order to provide a transition from thestandard 1 in 40 cant to the additional 245 cant. The breakover betweentypes of inserts should occur at mid-rail.

The invention described above has been discussed in particularconnection with track systems wherein such systems are used by cars ofall lines. However, there are also instances in which a different amountof cant may be optimal. For example, there are many private lineswherein a railroad may haul coal in its own heavy-weight cars, on whichthe wheels are permitted to wear more than is permitted by ICCregulations, and in which speeds of trains are very low. However, insuch specialized situations, the present invention is just asapplicable. The proper cant would be determined by obtaining railcontours of outer-curve rails so that the slope of the worn rail(produced by the average worn wheel of the cars using the system) can becompared with the original slope of such outer-curve rail. The increasein slope of the worn rail would then indicate the amount to which theoutercurve rail should be additionally canted.

The present invention was primarily evolved in connection with theelimination of shelling in hardened rail, but this is not the limit ofthe benefits that can be realized therefrom. It is expected that theresistance to wear in hardened rail will be much improved, and theresistance to shelling and wear in unhardened rail will also beimproved. Where relayer rail released from tangents is laid in curves,either flame-hardened or merely as work-hardened, the benefits to bederived will be comparable.

The additional canting of the outer-curve rail will also reduce thenormal plastic flow deformation of the rail because of thede-concentration of wheel loading thereon. This will then enable theouter-curve rail, when worn to its permissible extent, to be relaid asthe inner-curve rail.

It will be appreciated that although the 1 in 40 cant has been standardfor many years, when such cant was adopted by the Association ofAmerican Railroads, tie plates having a rail seat at a 1 in 20 cant anda 1 in 29 cant were in common use prior to that time. Tie plates have 'arelatively long life, and there is at present a considerable amount ofcurve track in the United States which was laid prior to the adoption ofthe present 1 in 40 cant, using tie plates having a 1 in 20 or a 1 in 29canted rail seat, and in which such tie plates are still in service. Insuch instances, to achieve the objects of the present invention, theincrease in cant will be less than that required of a now standard 1 in40 canted rail, but the total amount of cant will be the same, i.e., acant of 1 in 40 plus the 2% In the claims, it will be understood thatthe 7 term standard cant is intended to include the present standardcant of l in 40 as well as the cants in common usage, unless the term isspecified as being a standard 1 in 40 cant.

It is also to be realized that the various modifications of theinvention herein shown and described are to be taken as preferredembodiments of the same, and that various changes may be made in themethods and in the shape, size and arrangement of parts withoutdeparting from the spirit of the invention.

Having thus described our invention, we claim:

1. An article of manufacture comprising a railroad tie having seats onthe upper surface thereof for the reception of tie plates and in whichone of said seats has an inclination downwardly from the upper surfaceof said tie towards the center of said tie by an angle approximately 245greater than the inclination from said upper surface of the other ofsaid seats.

2. A railroad track system having a tangent section and a curved sectionextending therefrom and comprising:

(a) a plurality of ties along said system,

(b) a pair of rails extending throughout the tangent and curved sectionsof said system,

() means securing the rails of said tangent section and the inner railof said curved section to said ties with the crowns of said rails beingcanted downwardly to the center of said track,

((1) means securing the outer rail of the curved section to said tieswith the crown of said outer-curve rail being canted downwardly towardsthe center of said track at an angle greater than that at which saidrails of said tangent section and said inner rail of said curved sectionare canted.

3. A railroad track system having a tangent section and a curved sectionextending therefrom and compris- (a) a plurality of ties along saidsystem,

('b) a pair of rails extending throughout the tangent and curvedsections of said system,

(c) means securing the rails of said tangent section and the inner railof said curved section to said ties with the crowns of said rails beingcanted downwardly towards the center of said track,

(d) means securing the outer curve rail of the curved section to saidties with the crown of said outer curve rail being canted downwardlytowards the center of said track at an angle approximately equal to a1:40 cant plus 245.

4. A railroad track system as set forth in claim 3 wherein said means(d) comprises tie plates having a rail seat inclined at an angleapproximately equal to a 1:40 cant plus 245.

S. A railroad track system as set forth in claim 3 wherein said means(d) comprises tie plates having a canted rail seat and tapered wedgesdisposed between the tie plates and the ties, and wherein the cant of arail seat and the taper of a wedge together total approximately a 1:40cant plus 245.

6. A railroad track system as set forth in claim 3 wherein said means(d) comprises tie plates having a canted rail seat, said ties havinginclined tie plate seats formed thereon to receive said tie plates, andwherein the cant of a rail seat and the angle of inclination of a tieplate seat together total approximately a 1:40 cant plus 245.

7. A railroad track system having a tangent section and a curved sectionextending therefrom and comprismg:

(a) a plurality of ties along said system,

(b) a pair of rails extending throughout the tangent and curved sectionof said system,

(0) means securing the rails of said tangent section and the inner railof said curved section to said ties with the crowns of said rails beingcanted downwardly towards the center of said track at a 1:40 cant,

(d) means securing the outer curve rail of the curved section to saidties with the crown of said outer curve rail being canted downwardlytowards the center of said track at an angle approximately equal to a1:40 cant plus 245.

S. A railroad track system as set forth in claim 7 wherein said means(d) comprises tie plates having a rail seat inclined at an angleapproximately equal to a 1:40 cant plus 245.

9. A railroad track system as set forth in claim 7 wherein said means(d) comprises tie plates having a 1:40 canted rail seat and wedgestapered at an angle of approximately 245 disposed between the tie platesand the ties.

10. A railroad track system as set forth in claim 7 wherein said means(d) comprises tie plates having a 1:40 canted rail seat, said tieshaving tie plate seats formed thereon at approximately a 245 inclinationto receive said tie plates.

11. In a railroad track system having a railroad tie on which first andsecond tie plates are secured and in which inner and outer curve railsare seated on said first and second tie plates respectively, the innercurve rail being canted toward the center of the tie, the improvementcomprising that the outer curve rail is canted towards the center of thetie at an angle greater than that at which the inner curve rail iscanted.

12. In a railroad track system having a railroad tie on which first andsecond tie plates are secured and in which inner and outer curve railsare seated on said first and second tie plates respectively, the innercurve rail being canted towards the center of the tie, the improvementcomprising that the outer curve rail is canted towards the center of thetie at an angle approximately equal to a 1:40 cant plus 245.

13. In a railroad track system as set forth in claim 12 and wherein theimprovement comprises that said second tie plate has a rail seat thereoncanted at an angle of 1:40 plus approximately 245.

14. In a railroad track system as set forth in claim 12 wherein thesecond tie plate has a canted rail seat and wherein the improvementcomprises a tapered wedge disposed between said second tie plate andsaid tie, the cant of said second tie plate seat plus the taper angle ofsaid wedge together totaling to approximately a 1:40 cant plus 245.

15. In a railroad track system as set forth in claim 12 wherein thesecond tie plate has a canted rail seat and wherein the improvementcomprises an inclined tie plate seat formed on said tie to receive saidsecond tie plate, and wherein the cant of said rail seat of said secondtie plate plus the angle of inclination of said tie plate seat togethertotal to approximately a 1:40 cant plus 245.

16. In a railroad track system having a railroad tie on which first andsecond tie plates are secured and in which inner and outer-curve railsare seated on said first and second tie plates respectively, theinner-curve rail being canted towards the center of the tie at a 1:40cant, the improvement comprising that the outer-curve rail is cantedtowards the center of the tie at an angle approximately equal to a 1:40cant plus 245.

17. In a railroad track system as set forth in claim 16 and wherein theimprovement comprises that said second tie plate has a rail seat thereoncanted at an angle of ap proximately a 1:40 cant plus 245.

18. In railroad track system as set forth in claim 16 wherein the secondtie plate has a rail seat with a 1:40 cant and wherein the improvementcomprises a tapered wedge disposed between said second tie plate andsaid tie said wedge having a taper angle of approximately 245.

19. In a railroad track system as set forth in claim 16 wherein thesecond tie plate has a rail seat with a 1:40 cant and wherein theimprovement comprises a tie plate seat formed on said tie to receivesaid second tie plate, said tie plate seat having an inclination ofapproximately References Cited UNITED STATES PATENTS Rambacher 238281Chance 238281 Morris 238269 8/1914 Berg 238288 2/1939 Kahn 23828310/1952 Boyce 238--306 12/1965 Moses et a1. 238265 FOREIGN PATENTS 3/1954 Australia.

ARTHUR L. LA POINT, Primary Examiner Lunjie 23 g 3 5 10 RICHARD A.BERTSCH, Assistant Examiner mg UNITED STATES PATENT OFFICE CERTIFICATEOF CORRECTION Patent No. 3,469,784 Dated September 30, 1969 Inventofls)Jacksonlnigmpbell and Erich Thomsen It is certified that error appearsin the above-identified patent and that said Letters Patent are herebycorrected as shown below:

In column 9, line 4 insert the following claim:

20 An article of manufacture comprising a tie plate for securing a railto a tie, said tie plate having a rail seat thereon canted at 1 in 40plus approximately 2 45' to the base of said plate In the heading to theprinted specification, line 9, "19 Claims" should read 20 Claims Signedand sealed this 28th day of July 1970 (SEAL) Attest:

EDWARD M.FLETCHER,JR. WILLIAM E. SCHUYLER, JR. Attesting OfficerCommissioner of Patents

